Most pilots fall into one of two camps: If they trained at a towered airport, they may be anxious about flying at a nontowered airport. If a pilot trains at a nontowered airport, they may be anxious about flying at a towered airport.

There are pilots who, after they earn their certificates, alter their flying so they can avoid talking on the radio. You may know someone like this—they will fly almost “Z” shaped patterns instead of a straight line during a cross-country flight to avoid transitioning airspace that would necessitate them getting a clearance from a control tower. Often this reluctance is rooted in a bad experience they had during their student pilot days, such as the dreaded radio failure during a cross-country or at an airport with a control tower.

• READ MORE: Normalization of Deviance Can Cause Problems for Pilots

The thought of losing radio contact can be a frightening experience for some pilots—and a nothing burger for others. It comes down to how well you have been trained. Radio failure under IFR is considered an emergency when you are in IMC, but in VFR conditions it is more an annoyance and distraction.

Radio procedures need to be learned before the student pilot is soloed. Turning on the radio, tuning in the frequency, determining transmission (look for the “TX” on the display) and adjusting volume should be demonstrated and practiced. Some radios can be finicky.

The light gun signals should be memorized or, at the very least, written down and kept handy for quick reference. Some kneeboards have them printed on them. Some pilots carry reminder cards that have the information on them along with notes on troubleshooting an apparent radio failure: check the volume, check the frequency, check that your headset is plugged in, use the hand microphone, try the other push-to-talk if installed, etc.

• READ MORE: When Your Instructor Moves on, Your Logbook Tells the Story

The most important thing is don’t forget to fly the airplane and maintain situational awareness as you troubleshoot.

Many pilots carry a hand-held radio that interfaces with their headset in the event they experience radio failure. That’s a great idea—just be sure the batteries in the radio are charged. It is incredibly annoying to reach for the handheld, hook it up, and find it dead as rock.

If a hand-held radio is not in your budget, consider getting a portable intercom. They can be battery powered (most use a 9-volt battery), or plugged into the aircraft’s cigarette lighter. Get one that utilizes an external push-to-talk (PTT)—it’s handy to have one of your own.

Sometimes, it is the push-to-talk that fails and this can be a hassle when the PTT is hardwired into the yoke or stick. You find yourself pushing the button at weird angles and there is that click, but the TX doesn’t appear on the radio stack face. If this happens, check to see if the aircraft has a hand mic stashed in the glove box. If it doesn’t, be ready to hook up your PTT.

Although portable PTTs aren’t terribly expensive and are easy to install and remove, be advised that they do wear out. That’s because they are mostly plastic, which is an unforgiving material. When it breaks or wears out, it’s done.

Light Gun

Show of hands: How many of you have seen the ATC light signals from the air?

If you have a towered airport near you and they aren’t too busy, you might ask the controller to give you the light gun signals when you are on approach. I often do this with my learners. The caveat is we are usually the first airplane in the pattern when the tower opens in the morning. I usually call the tower a day in advance to set up the light gun flight.

• READ MORE: Practice Crosswind Landings Whenever You Can

We fly the pattern and I take the airplane on base to final as that is when the controller hits us with the light gun. The learner looks at the tower and tells me what colors they see. The approach terminates with a go-around. On the second pass, the student flies, and the controller brings us in for a full stop landing with the light gun signals.

Landing with the light gun is a pilot rite of passage.

The first time it happened to me, I was a post-solo private candidate based at Tacoma Narrows Airport (KTIW), a Class D facility under the Mode C veil of Seattle-Tacoma International Airport (KSEA). It was at the end of a dual instructional cross-country flight. We were about halfway home when I noticed low voltage light activated in our mighty Cessna 172. The appropriate checklist was run in an attempt to troubleshoot the issue, but no luck. Load shedding took place.

We discussed diverting to nearby Bremerton National Airport (KPWT), a nontowered facility in Class E airspace where radio communications are not required, but a good idea for position reports and situational awareness. At a nontowered airport you stay outside the pattern and observe the flow of traffic, then enter when appropriate. However, we knew from experience that Bremerton was much busier than KTIW as so many of the pilots who trained there did so because they didn’t want to “mess with a tower.”

We listened to the automatic terminal information services (ATIS) at KTIW then monitored the tower frequency. There were two other aircraft in the pattern. The CFI contacted the tower when we were 10 miles out, telling controllers we were approaching from the west and about to lose the radio, so could they please bring us in with the light gun? Before they could reply, he said, “This is my last transmission,” as I put 7600 into the transponder.

A few minutes later and with heads on a swivel, we rolled on to downwind. He watched the tower while I flew.

“There it is,” he said.

I looked over to see a flashing green light plain as day. The steady green came when we were on base, and I did my first no-flap landing—the flaps were also electric, so I wasn’t even going to monkey with them. Learning had taken place.

The post Radio Failures While Learning to Fly appeared first on FLYING Magazine.

“The GTR 205 and GNC 215 products show Garmin’s commitment to offering attractive and affordable ground-based navigation and communication options while continuing to provide world-class, modern capabilities,” said Carl Wolf, Garmin’s vice president of aviation sales and marketing. “We are excited to offer these new solutions for our general aviation customers as we keep our entire product line fresh.”

Each unit offers a worldwide database and intuitive user interface, according to the company—and it can be installed in both fixed-wing aircraft and rotorcraft. The GTR 205 and GNC 215 are designed as a complementary replacement for the SL20 and SL30 with the same form factor.

Additional features include:

• Pilot-selectable 25 kHz or 8.33 kHz channel spacing
• Sunlight-readable color LCD display
• Standby and active windows
• Station ID
• Dual concentric knobs and backlit keys

The GTR 205 com features a 2,280-channel-capable VHF com and comes standard with 10 watts of power, with a 16-watt option available. It also has a built-in timer.

The GNC 215 nav/com adds in full VHF navigation capabilities, including a VOR/ILS functionality with glideslope indication. Pilots can use its navaid lookup feature as well as benefit from the on-screen station ID.

“The GNC 215 also has the ability to monitor the standby VOR frequency while displaying the received radial and features a supplemental CDI display for a VOR or localizer,” Garmin stated in a release. “These nav/com products interface with most CDI, HSI, and autopilot systems, as well as most Garmin flight displays to show the nav indicators in the primary field of view.”

Price for the GTR 205 com begins at $2,695 suggested retail, with the GNC 215 starting at $5,295.

The post Garmin’s New Slimline Nav/Coms Offer a Lower-Cost Alternative appeared first on FLYING Magazine.

For years, Bob Gardner’s Say Again, Please: A Pilot’s Guide to Radio Communications has been an educational resource for pilots. The seventh edition of the popular book, first published in 1995, has just been released by Aviation Supplies & Academics Inc. The information reflects Gardner’s decades of experience as a flight instructor and designated pilot examiner as he explains how ATC works, and how to ask for what you want or need.

Say Again, Please has been recommended reading for aspiring pilots for the past 28 years. The new edition has been updated to reflect current aircraft equipment, navaids, changes in airspace infrastructure, rules, and procedures.

Gardner’s prose is conversational and concise. You feel as though you are sitting across the table from a favorite instructor as he lays out scenarios and presents typical radio transmissions and appropriate pilot procedures. The book takes the mystery out of pilot-to-controller speak.

This is more than a what-to-say book. Gardner goes into detail explaining how radio equipment works, radio etiquette and rules, the differences between VFR and IFR communications, emergency communications, the role of ATC facilities, and who to call when, as well as differences in procedures in different airspace. There is also a pilot/controller communication section with terms and phrases you will hear and need to use.

Say Again, Please is available in softcover from FBOs, online retailers of asa2fly.com for $24.95.

The book can also be purchased as an e-book viewed on both small and large screens for use with the ASA Library app for $19.95.

For more information, visit asa2fly.com.

The post ‘Say Again, Please’ Remains a Must-Read for Pilots appeared first on FLYING Magazine.

The Choctaw Nation of Oklahoma (CNO) and partner uAvionix, which provides avionics and services for the general aviation, defense, and unmanned aerial systems (UAS) industries, on Tuesday announced they had completed the nation’s first beyond visual line of sight (BVLOS) drone flights using aviation-protected C-Band radio.

That’s a big deal, because the Federal Communications Commission has proposed dedicating C-Band radio frequencies exclusively to UAS, which could enable safer and reliable BVLOS flights. The FAA is still developing a final BVLOS rule, which is expected to open the floodgates for the industry by expanding the range and coverage area of operations.

The partners flew under recent FCC and FAA approvals, deploying uAvionix’s SkyLine software at the CNO Emerging Aviation Technologies Center—one of eight FAA-designated sites dedicated to BVLOS testing. UAvionix served as the command and control (C2) communications services provider (C2CSP), demonstrating its system for CNO, the FAA, and other industry leaders.

“[SkyLine] is the only C2CSP service designed to RTCA DO-377A and DO-362A standards for aviation and enables us to fly without chase vehicles, visual observers, or requiring other nearby aircraft to have their own detect and avoid sensors on board,” said Paul Beard, founder and chief technology officer of uAvionix. “It is truly a brilliant piece of engineering and operations by the uAvionix team.”

UAvionix and CNO have been partners since 2018, using the latter’s 44,500-acre test site to conduct various tests and demonstrations. The airfield poses similar conditions to those faced by businesses performing utility inspections or long-range cargo and medical deliveries.

The partners flew a drone called Super Volo using uAvionix’s C2CSP system, which included a muLTELink5060 airborne radio and four SkyLink5060 ground radios. SkyLine software continuously monitored links between the aircraft and ground radios, determining the most reliable C2 link.

The system also completed several make-before-break connections to switch between ground stations as needed. All the while, detect-and-avoid data from terrestrial sensors supplied the remote pilot in command with situational data.

“Together we have created a technical and operational system that is the foundation for others to safely operate UAS for a variety of safety critical, long range and higher altitude missions that will deliver economic and cultural value in our communities,” said James Grimley, executive director for the CNO Emerging Aviation Technologies Center.

The CNO and uAvionix have been testing a system that could soon become the standard for U.S. drone operations.

UAvionix’s SkyLine operates on SkyLink C-Band C2 airborne radios and SkyStation ground-based radios. These have a frequency between 5060 to 5091 megahertz (MHz), which lies within the range (5030 to 5091 MHz) the FCC has proposed dedicating exclusively to UAS.

Currently, most UAS operate on public spectrum frequencies such as 4G, industrial, scientific, and medical (ISM) bands, and even Wi-Fi. However, these networks are typically congested with other devices and have a limited range, which increases the risk of losing a C2 link during BVLOS flight.

“[C-band] vastly extends the range of operations from traditionally used frequencies because the FCC allows for higher power transmitters,” Christian Ramsey, managing director of uAvionix, told FLYING in June. “For example, we have tested our C-band radios to ranges exceeding 100 miles from a single ground transmitter. This is simply not possible with existing frequencies because of a significant cap on transmit power.”

Previously, the CNO test site relied on point-to-point radio transmissions between a ground operator and the aircraft. Now, the partners are able to create massive networks of coverage accessible to any UAS in range, while tasks such as fleet management, detect-and-avoid, and roaming between networks are automated.

Should the FCC move forward with its proposal, SkyLine would shield operations from outside interference and provide a stronger connection due to C-Band’s exclusivity. That will be particularly important for BVLOS operations, many of which currently rely on visual observers or chase aircraft to keep an eye on the drone.

UAvionix billed the system as a “significant advancement” for businesses looking to scale up commercial UAS operations in industries such as medical and package delivery, linear utility inspection, and emergency management. With the help of C-Band radios, firms such as Amazon Prime Air or Alphabet’s Wing could theoretically double, triple, or even quadruple their delivery zones.

Already, the FCC has received and replied to public comments on its proposed rule. Barring any unforeseen delays, a final decision is likely to arrive in the coming months.

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The post uAvionix, Choctaw Nation Complete first BVLOS C-Band Drone Flights appeared first on FLYING Magazine.

TKM Avionics—which has recently gone out of business—promised a drop-in replacement for the KX 155, and it looked almost exactly like this. It’s almost as if it bought the design and finished it—though that is pure speculation on the part of those who had seen both units.

The radio has an SD card database that will help identify frequencies to help with situational awareness. That’s a welcome feature. Several others include:

• High-resolution color LCD
• 50-channel memory presets
• 25 kilohertz or 8.33 kh channel spacing
• Full-featured digital nav/com with VOR, LOC, ILS, and glide slope
• Compatible with existing indicators and installed equipment
• Compatible with 14- and 28-volt systems
• Possibility to expand capabilities with future Honeywell Anthem cockpit connectivity
• Two-year warranty

Prices vary by installer, but one option is currently available for $4,489 from Pacific Coast Avionics.

“The price is high, but in avoiding an expensive visit with the avionics installer, it could save a bit of labor and a lot of downtime—and downtime is very expensive for operators who need the plane aloft to make money,” according to Plane & Pilot contributor and Mooney owner Jeremy King, who took a good look at the new model during the air show. 

However, King gives at least one caveat: “While it’s advertised as a digital replacement for the KX-155, its outputs are not digital—so while it will work fine with legacy CDIs or HSIs, it won’t play well with instruments that require a digital signal, such as Garmin’s G5.”

The post Honeywell Debuts New KX 200 Nav/Com Radio appeared first on FLYING Magazine.

Answer: Remember the phrase “aviate, navigate, communicate”? It reminds us that communicating—that is, using the radio—is the last priority in the aircraft. That being said, if an airplane has a working VHF comm radio installed, a handheld radio is a backup device—not a requirement. Pilots, especially those who fly in airspace where radio communication is required (Class A, B, C, and D), often carry handheld radios in their flight bag just in case they have a problem with the aircraft’s electrical system, and/or the radio fails. 

Pilots who fly aircraft without electrical systems, such as Piper J-3 Cubs, often use handheld radios because the ability to hear as well as see traffic can increase safety. Instructors often have a handheld radio so that when they solo their learners, they can keep an ear on them in the traffic pattern. Student pilots may also find a handheld radio helpful when they are learning radio communications, as they can use it to listen to the unicom or tower frequency while studying or hanging out at the airport.

• READ MORE: Can a CFI Applicant Teach Ground School?

Do you have a question about aviation that’s been bugging you? Ask us anything you’ve ever wanted to know about aviation. Our experts in general aviation, flight training, aircraft, avionics, and more may attempt to answer your question in a future article.

The post Is a Handheld Radio Required for Flying? appeared first on FLYING Magazine.

These were the words of a somewhat frustrated tower controller who was trying to understand the request of the Japanese learner—the young man could speak English, but apparently it was so heavily accented (to the controller’s ears), I feared the request for touch and goes came across the radio sounding like something between Scooby Doo and the teacher in the Charlie Brown cartoons.

I quickly repeated the request in my instructor voice and apologized for causing the controller “grief and undue agitation.” With a chuckle, the controller granted the request. Despite the learner’s best efforts, the controller continued to have difficulty interpreting his subsequent radio calls—I took over after the second ‘say again please,’ so we could finish the lesson.

The experience was frustrating. The learner had no trouble flying, and his pilot certificate noted English proficiency—and most people who heard him speak agreed he was. Yet some of the controllers seemed to have trouble understanding him. Was this common? And more importantly, was there a way for us to fix this?

Taking Things Literally

If you hold a pilot certificate issued by the FAA, it bears the notation English Proficient. It doesn’t matter if you were born in the U.S. and English is the only language you know—the FAA wants the language proficiency box checked.

English is the official language of aviation, but there are those who swear American English is a corruption. If you have any experience attempting to communicate in American English in the United Kingdom or Australia, you will see what I mean. 

• READ MORE: FAA’s English Language Standards Leave Gaps for Learners

Aviation English is a language all its own with its plethora of acronyms and verbal shorthand, which, when misinterpreted, can lead to some comical experiences in the aircraft. For example, the pre-landing checklist or “GUMPS check,” as known in the U.S. is known as a “PU—Y check” in Australia. The gentleman who shared this nugget of knowledge with me was in the U.S. on business and wanted to maintain currency—and couldn’t figure out why he got funny looks from the other female CFIs, who often cut the flight short after the first landing. I introduced GUMPS during the flight, and afterwards explained the other word, while not in itself offensive, had been appropriated and was loaded with gender bias. 

Because of aviation shorthand and nuances, language misunderstandings are inevitable. For example, when the controller asks the pilot, “say altitude,” the controller is asking the pilot to state the altitude the aircraft is at—yet some (learner) pilots take the instruction literally and will reply, “altitude.” A variation on this is when the pilot is asked to state their intentions and replies, “I wish to become an airline pilot.” I have heard both in the real world.

Translation, Please?

I admire anyone who can speak multiple languages. I struggled through Spanish in middle school and high school, taking just enough to qualify for college admission—and I cannot imagine being fluent enough to operate in the fast-paced environment of aviation. Your mind has to work overtime.

• READ MORE: Visa Rule Changes Enhance Flight Training Options for International Students

For the most part, the learner hears what the controller or instructor is asking, translates it into their native language in their head, processes the question, comes up with the answer, then translates it back into English for their response. This process can put you behind the aircraft.

In the case of the Japanese learner, he understood what was being asked and knew what to say, and he said it, but his accent was apparently confusing to the controllers. I was perplexed, because I could understand him, but then I had been flying with him for the better part of a month. I surmised that I had learned to understand him.

I shared the experience of my Japanese learner with a friend who is an air traffic controller in the Midwest. She is also a flight instructor, so she could approach the challenge from both sides. She shared a story of a time she gave a clearance at a rapid pace to a man who asked her to say again—he spoke with a southern drawl, telling her that the pace he was speaking at was also the pace he listened at. She slowed down to repeat the clearance, matching his cadence, enabling him to copy his clearance. Perhaps if the learner parroted the accent and pace of the controller?

One day we received a clearance mid-flight that was rapid fire. The learner shook his head, letting me know he didn’t think he could read it back—and we were about to be handed off to the tower, so time was of the essence. He gestured to me that I should do the honors. I detected a bit of a southern accent from the controller, so I gave the readback in my best imitation of Sandra Bullock in The Blind Side. The readback was correct, and in subsequent transmissions, the controller matched my cadence.

The learner’s eyes lit up—he obviously had an ‘Ah ha!’ moment. When the next radio call came, he held up his hand, letting me know he had it. He replied in what I think was supposed to be an impersonation of John Wayne, but it was more like Robin Williams’ impersonation of John Wayne—whatever, I wasn’t going to quibble—and it worked. The controller understood the learner, and two-way communication was established.

The rest of the flight went without a hitch—I think the controller recognized we had a breakthrough, because when the learner made his final call leaving the airspace, the controller replied, “See you later, Pancho.”

Learning had taken place—for all of us.

The post Training in the ‘English Proficient’ World appeared first on FLYING Magazine.

According to Sporty’s, this recently released design is an upgrade, driven by customer requests. FLYING noted the original PJ2 as a contender for its Editors Choice Award in 2020. One of the big requests they perennially get at Sporty’s is for a handheld radio that doesn’t require a special adapter for headset/com interface.

“An emergency is no time to be searching for a headset adapter or a user manual to figure out how to turn your radio on,” said Sporty’s director of aviation products and marketing Doug Ranly. “Our focus has always been on making simple and reliable radios, and we think we’ve raised the bar with the upgraded PJ2+.”

The PJ2+ includes a new 3.5 mm jack, 6-watt-peak transmit power, an automatic noise limiter, and a high contrast backlit screen. The 3.5 mm jack can also accommodate wired earbuds along with computer-style headsets, so it can be used at air shows and fly-ins.

Since listening is only half the function, the transmit power has been increased to 6 watts to maximize the radio’s range—something that will likely be greatly appreciated if the pilot finds themself in a remote area following an off-airport landing.

The screen of the radio has been improved to feature a brighter display with a glare-reducing face so it is easier to read in direct sunlight. The keypad is larger, making it easier to hit the right buttons, and the display has improved contrast to make it easier to read when mounted in the cockpit.

Accessories

The PJ2+, which sells for $249, includes an alkaline battery pack, antenna, 100-240 volt wall plug, USB-A to USB-C power cable, a belt clip, and an operator’s manual. The radio can be operated directly from the USB-C plug, utilizing either a cigarette lighter plug or backup battery pack.

Headsets with standard twin plugs (PJ-055 and PJ-068) require no adapter, for Lemo/6-pin plug headsets, an adapter (6123A) is available for $39.95.

The post Sportys Unveils PJ2+ Handheld Radio appeared first on FLYING Magazine.

A: The Aeronautical Information Manual (AIM) contains a great deal of guidance on what to say and when in Chapter 4. While it doesn’t come right out and state: “use ‘departure’ before you get on the runway” and “‘takeoff’ when you are on the runway,” it can be inferred through the example given in 4-3-10:

“Cleveland Tower, Apache Three Seven Two Two Papa, at the intersection of Taxiway Oscar and Runway Two Three Right, ready for departure.”

When working with ATC — presumably the tower — use takeoff when acknowledging a clearance:

“Cessna 1234, cleared for takeoff, Runway One Seven.”

Do you have a question about aviation that’s been bugging you? Ask us anything you’ve ever wanted to know about aviation. Our experts in general aviation, flight training, aircraft, avionics, and more may attempt to answer your question in a future article.

The post Ask <i>FLYING</i>: Takeoff Versus Departure appeared first on FLYING Magazine.

“I am not going to do a Watsonville,” he told me, referring to the midair collision that occurred at Watsonville Municipal Airport (KWVI) in northern California. The accident occurred on August 18 when a twin-engine Cessna 340 and a Cessna 152 were both on final approach. The C-152 was on final when the Cessna 340 which was traveling an estimated 80 knots faster than it should have been on approach, collided with the C-152. All three occupants of the aircraft and a dog were killed.

This crash came on the heels of a midair at Las Vegas international when the pilot of a Piper turboprop lined up on the wrong runway and collided with a Cessna 172 that was on short final. 

And just two weeks ago there was a midair involving a Sonex Xenos and a Cessna 172 near Longmont, Colorado that killed three. 

If the frequency of midair collisions doesn’t distress you, you don’t have a pulse. We pilots as a group have to do better.

Chapter 1 of the FAAs Airplane Flying Handbook (FAA-H-8083-3C) notes that all pilots should practice the concept of see and avoid other traffic. It is easy to say, but we all know that mid-airs happen when pilot’s don’t see each other until it is too late. The text goes on to warn us “Most mid-air collision accidents and reported near midair collision incidents occur in good VFR weather conditions and during the hours of daylight. Most of these accident/incidents occur within 5 miles of an airport and/or near navigation aids.”

Safety in the Practice Area

Within that five miles from the airport you will likely find the practice area for the local flight schools. You have probably been there before. A lot of dual instruction takes place there, along with a lot of student solo flight. We can only hope that the pilots are effectively scanning for traffic, keeping their eyes outside 90% of the time, and always performing clearing turns. Sometimes pilots forget them — they may be distracted with other piloting tasks, or they may be fatigued or even bored and sort of zone out — in this case, the airplane is flying them, and they may not see what is outside.

It takes a few seconds for eyes to focus and for your brain to register that it is an airplane you see out the window. If it appears to be static but is increasing in size, you are on a collision course and evasive action should be taken.

The radio as a tool

Some areas have a tacit agreement among the local flight schools for procedures in the practice area. This can involve self-announcing using an air-to-air frequency, such as 122.75 to announce position in reference to the landmark and altitude along with the intended maneuver. For example, “Southwest practice area, blue and white high wing over the landfill at 3,400, steep turns” to let other pilots know where they are in an effort to enhance situational awareness. 

This can be effective as long as the pilots  A) Know where the landmarks are and B) Are self-announcing. 

Even if you don’t want to talk on the frequency you can still listen and hear where the other aircraft are — combine that with clearing turns and ADS-B, and you increase your chance of avoiding a midair collision.

Many flight schools require their instructors to be familiar with the area before they start teaching at the school. It’s fairly easy to do by using a sectional and Google Earth. If the flight instructor does not know where the landmarks are or simply doesn’t want to use the procedure the learner gets the message that it isn’t important — and they won’t use it either. 

Other instructors, renter pilots and solo students try to avoid practice area issues by heading to other areas to practice — this works as long as the pilots realize they are probably not the only aircraft out there and have good situational awareness about IFR fixes that they may be near. Many VFR pilots will tell you about the fun place they like to fly — or it was fun until that other airplane got too close. A review of the sectional and approach plate shows the pilots was flying within five miles of an airport and in the vicinity of an initial approach fix. 

The more experienced CFIs will often show the learners where the fixes for the IFR approaches are, along with the altitudes the aircraft are supposed to be at when they cross them. 

Pilots should also realize that their eyes may require several seconds to refocus when switching views between items such as the instrument panel to out the window. It’s also easy to be distracted by piloting tasks such as tuning in a radio, programming the GPS, etc. Remember the adage “Aviate, navigate, communicate” in that order ALWAYS.

Flight Following for Maneuvers

Have you ever asked for and been granted flight following for VFR maneuvers? If ATC isn’t too busy they will often accommodate. For the learner, this gives them an introduction to the use of ATC for flight following, a skill they will develop when they begin cross-country flights and they will definitely need when they pursue their instrument certification.

If ATC is too busy and you cannot obtain flight following, there is always the option of  monitoring the approach control frequency — you can find it on the Terminal Area Chart and Sectional for the area and listen for aircraft on approach to airports — especially if they are heading to an IFR fix you may be near.

Published VFR procedures

Sometimes airports are so busy the airport sponsor works with the FAA to create VFR procedures that rely on ground landmarks and assigned altitudes. These procedures are printed in FAA-approved publications, like on the TAC if the airport exists under the Class B veil, or the airport sponsor has taken it upon themselves to publish these VFR departures and arrivals either online or in a paper pamphlet form.

So how do you know if your airplane or the airport you are going to visit has these procedures? Check the appropriate Chart Supplement and or go online and search the airport’s official webpage.

For the most part though, reporting points are shared through the folklore method or “tribal knowledge” and I must say I am not a fan — if you are unfamiliar, a pilot reporting they are over “Wally World” doesn’t mean a thing unless you have stumbled into a Chevy Chase movie — after landing we learned it was local slang for a water park – the learner thought it was a reference to the Walmart located across the street from the airport – it’s easy to understand how confusing tribal knowledge is. 

That being said, I have been that CFI who has pointed landmarks on the ground, telling the learner what they are and adding the caveat “this is not published at this time” and noting the reference is part of the entry or departure from the local pattern and it IS tribal knowledge. This practice puts my ears back flat as I’m a person who likes attribution for information and when I hear the phrase ‘my instructor told me’ as attribution it makes me want to scream into a pillow.

I am not the only pilot who is uncomfortable with tribal knowledge — there are some pilots who can get very ugly about this to the point they will lecture a pilot over the radio about their perceived transgressions. Please don’t be this pilot. Please don’t engage this pilot.

• READ MORE: Strategies To Avoid Mid-Air Collisions

Some pilots can REALLY get hostile — on one flight my learner and myself were subjected to a midair lecture from a pilot who chastised the learner for reporting he was “Over the Boeing plant”. From the air, the Boeing Plant is a collection of industrial buildings a few miles to the southwest of the airport. On the TAC it is listed as WAREHOUSE when actually, it’s sort of an industrial complex.

The objecting pilot who was based at the airport argued the description, which was local knowledge, was confusing and useless to a pilot unfamiliar with the area. He was correct —  but this was not the time or place for that discussion. 

“Ignore him,” I ordered, thinking perhaps after we landed we could have a civilized discussion with the pilot over a cup of coffee.

We turned on the 45° — my learner making proper calls, wondering if they were getting out because the lecture was continuing. By now I was wondering what this was really about. Was this really about the mention of a local landmark? Was he not getting enough attention at home? The lecture finally stopped when we were abeam the numbers.

“Finally!” the learner said, then announced we were abeam the numbers and would be landing full stop.

Captain Lecture replied with “See you at the fuel pumps”. 

My learner looked at me, horrified while other pilots chimed in predicting a fight would follow. 

“Ignore them too,” I said.

“What if he is FAA?” the learner asked.

I replied that I didn’t think anyone from the FAA would go off like that on the frequency, and since I was the instructor and therefore PIC on this flight, any transgression was on my shoulders. I would take the heat.

“What if he wants to fight?”

“Then you hold my coat,” I replied, hoping it wouldn’t come to that, as I had just had my nails done.

As we pulled up to the fuel pump a few of my coworkers (all male) came out of the office. They’d been listening to the unicom. I shook my head and waved them back. 

We shut down using the checklist. No need to get sloppy because we were about to have a Westside Story moment.

Captain Lecture, in his mighty Cessna 150 pulled into transient parking. He shut down quickly, threw open the door and started marching over to us. He was wearing a military olive drab flight suit but the airplane was decidedly civilian. 

“Oh, he’s mad!” observed the learner.

“Stay in the airplane,” I said in Mom voice.

Captain Lecture was not much larger than me. I am — 5’2″ on a good day — so I wasn’t really worried as I stepped out of the airplane.

Captain Lecture radiated tension. “I have a bone to pick with you!” he yelled, raising his right hand and gesturing angrily.

“Oh hell no!” I heard my learner behind me, and I looked back to see him — all 6’9″ of him — tumbling out of the airplane, as he was ready to come to my defense.

I deployed the PARENTAL ARM. “Stay behind me,” I ordered, then looked back at Captain Lecture. He was frozen in place. 

“Is there something we need to talk about?” I asked politely. The subtext was YES-THIS-MAN-I-AM-HOLDING-BACK-IS-TWO-PEOPLE-TALLER-THAN-YOU-ARE-AND-HE-IS-FEELING-PROTECTIVE.

Captain Lecture, eyes wide, shook his head wordlessly and did an about face. He went back to his airplane, started it up and taxied away.

“That is how not to handle these things,” I told the learner. Later, I was informed by the airport manager that Captain Lecture often took pilots to task over the radio. This happened so much, one day someone from the FAA called him to suggest a change in behavior.

Now here’s the funny part — before I did any flying with this particular learner I had to go through the airplane to make sure there were no spiders on board. The learner is terrified of them. He found one once and let out a scream in a register that even I can’t hit.

We had an agreement that if spiders were found I was to remove them humanely, and place them in an area of shelter, preferably near a talking pig.

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